Internal-combustion engine.



J. T. FERRES.

INTERNAL COMBUSTION ENGINE. APPLIOA'IION 31mm MAR. a1, 1913;

1,095,565. Patented May 5, 1914.

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J. T. FERRES.

INTERNAL COMBUSTION ENGINE.

APPLICATION nun MAR. 31, 1913. 1,095,565, Patented May 5, 1914.

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. FERRES INTERNAL COMBUSTION ENGINE.

APPLICATION FILED mm. 31, 1913.

Patented May 5, 1914.

A fill/ 4 III/Ill III ful Internal-Combustion Engine,

that of-Fig. 5.

- v -ad Fig. 2.

UNITED OFFICE.

JEFFREY T. FERRES. OF LOS ANGELES. CALIFORNIA.

INTERNAL-COMBUSTION ENGINE.

To all whom it may concern:

Be it knownthat I, JEFFREY T. Francs, a citizen of theUnited States,residing at Los Angeles, in the county of Los Angeles, State ofCalifornia, have invented a new and useof which the following is aspecification.

This invention relates to internal combustion engines and particularlyto the valve construction.

The objects of the invention are to provide avalve noiseless inoperation, of economical manufacture, having large inlet and outletports, and operated with mini-' mum amount of power.

Other objects are to cause the explosion to take place directly over thepiston, to provide a large area cooled by .the water jacket; to simplifythe timing of the valve; and provide'a simple and thorough oilingdevice.

Another object of the invention is to provide a rotary valve with meanscooperatmg with. said valve for admitting auxiliary air to thecylinders. The introduction of such auxiliary air may be controlled fromany point and serves--to economize the use ofv gasolene and enable theengine to be used as a brake when going down grade.

Another object is to avoid the use of bolts, screws. washersand springsand provide a valve that is self grinding.

Other objects and advantages w ll be brought out in the followingdescriptlon.

Referring to the drawings: Figure 1 1s a vertical longitudinal, sectionthrough themgine showing the pistons in mid position. Fig. 2 is avertical section on line ori -m 1. Fig. '3 is an end elevation of one ofthe valve gears and supporting flange. Fig. 4 is a view on the samesection as Fig. 2, showing the upper portion of the engine with thevalve in the position succeeding that shown in Fig. 2. Fig. 5 is a viewsimilar to Fig. 4, showing the valve in the next position succeedingthat shown in Fig. i. Fig. .6 is a viewsi ilar to Fig. 5 showing thevalve in the next position succeeding Fig. 7 is a sectionon line w -w",Fig. 2. Fig. 8 is a section on" line Fig, 9 is a'section on lineSpecification of Letters Patent.

, plied to them Patented May 5, 1914.

Application filed March 31, 1913. Serial No. 758,065.

The engine shown herein is a tour cylinder engine, but the invention inot limited to that number of cylinders.

1 designates a cylinder in which is a piston 2. The cylinders aresuitably water jacketed as shown and may be cast en bloc or impairs orotherwise as desired. Above the cylinders are two valves 3. These-valvesare of similar cmistruction, operate simultaneously, and are virtually aunit. Each of the valves is conical and the smaller ends of the valveslie toward each other. These valves are located in valve chambers 4having tapered seats. and with ports 5, which lead from the- .-.indersto the valves As shown in Fig, 1 the two center cylinders B and. C arelonger than the two other cylinders so that all the ports 5 are of anequal depth to secure uniformity in compression and the passage of theexplosive mixture. To ofl'set this difference in the length of thecylinders and maintain uniformity in the cubic capacity of thecylinders, the two center pistons 2 are made correspondingly longer.Thus the displacement and clearance in all the cylinders is the same.

Each valve 3 is provided with a port 6, which as the valve rotates isbrought at the proper time into register withwits respective ports 5 andwithinlet, port a: and exhaust port 1 in the valve chamber as shown inFig. 2. An air inlet valve 8 is arranged above each cylinder above thevalve and is adapted to admit air through port 9 to the valve 3, (seeFigs. 2 to 6).

matic, asshown, and the amount which are operated by arms 11 connectedby a rod 12, so that by operating rod 12 allof the valves 12 will beadjustedsimultaneously an equal amount.

In order to hold the valves 3 against their seats I provide a coilcompression spring 13 at'the outer end of each valve, each spring 13being supported at its outer end by a stationary bracket 14 and theinner end of the spring bears against a ball thrust hearing 15 at theend of the. valve. Springs 13 press the valves 3 against their seatswith the requisite pressure. A shaft '16 projects from the outer end ofeach valve and secured thereon is a The valves 8 are autoof air supisregulated by valves 10,

flanged hub 17 having segmental slots 18 to which a gear19 is secured bycap screws 20, which pass through the slots 18, the elongated slotspermitting rotary adjustment of the gear so that the proper timing ofthe valve may easily be secured. The gears 19 are driven by a chain notshown In operation it may be assumed in Fig. 1 that the two centerpistons B and. C are moving up and the two end pistons A and D movingdown. a As the piston in cylinder D moves down the port 6 of its va vestands in the relation indicated in Fig. 'l, the port 6 being incommunication with the cylinder so that the explosive mixture is drawnfrom the induction manifold, into the cylinder. During this downwardstroke of the piston in the cylinder D the port 9 of that cylinder isclosed; the port 9 in cylinder A is in communication with the exhaustmanifold through the medium of ports 6 and y; the port 9 of cylinder Bis closed; and the port 9 of. cylinder C is in communication with the:inlet manifold through the medium of port 6 and'port m, with the resultthat asv suction is produced in the inlet manifold by downwardly-movingpiston in cylinder D" the explosive mixture is drawn to the cylinder Dand at thesame time the suction in the inlet manifold also draws in airthrough check valve 8 of cylinder C (see Fig. 5), this air passing pastvalve 8, thence through port 9, thence through port 6, thencethroughport a" to the inlet manifold where it mingles with the explosivemixture and is thence drawn through port of cylinder D see Fig. 4;),thence through port 6 and into the cylinder D. The air which :thuspasses through the port 6 of the valve in cylinder C cleans that port ofthe explosive mixture which remains in it after the valve had turned andclosed port 5 at the com-' pletion of the suction stroke.- If thismixture was not thus cleaned out and transferred it would be deliveredto the exhaust manifold subsequently and escape without being utilized.I The amount of air thus admitted to the mixture in cylinder D dilutesthe explosive mixture and the introduction of this auxiliary air intothe manifold reduces the suction in the carburetor and less gasolene isdrawn into the cylinder. The introduction of this air helps to cool. thevalve and the air itself becomes heated before entering the mixture intheinlet manifold. The piston in cylinder D having thus moved throughits suction stroke and cylinder D having been filled with explosivemixture now commences its outward compression stroke, the valve 3 havingat this time turned so that port 6 has passed port 5 and as the pistonmoves upward the charge in the cylinder D is compressed and when thepiston arrives at the upper end of the cylinder the ignition takesplace. When the piston has arrived substantially at the middle of thecompression stroke, the valve 3 has turned into the position shown inFig. 5 and when the piston has reached the end of the compression strokethe valve 3 has moved port 6 out of communication with port a Uponignition the piston in cylinder D moves downward through its workingstroke, the valve 3 turning to the next position, and in the stroke atcompletion stands with port 6 just cut off from communication withexhaust port 7 and the valve 3 stands in the position shown in Fig. 6.During this movement the port 6 places port 9 of the auxiliary air valvein communication with the exhaust passage 11 but no air passes from theauxiliary air valve to exhaust port g because the auxiliary air valve isclosed by its spring and no suction is exerted through the exhaustmanifold on the air valve 8. The piston in cylinder D then commences itsupward scavenging stroke and the valve 3 meanwhile turns and as soon asits port 6 commences to open'to port 5 the exhaust gas from cylinder Dpasses out through port 5 into port 6 and thence to port y, thuscompleting four cycles of operation of the cylinder B. The othercylinders operate in succession in like manner. The regulation of thisauxiliary air is effectedby means of rod 12 which may be extended to anycontinued point such as the dashboard of an automobile. If it is desiredto have the engine act as a brake in going down grade, the rod 12 may beadjusted to permit the maximum amount of air to pass through the checkvalves 8 and this will so minimize the suction on the carbureter that nogasolene will be drawn into the cylinders andthe engine will thus act asa brake, the air which is drawn into the cylinders being compressedtherein by the pistons. v

The valves are located directly over the heads of the cylinders, so thatthe explosive mixture is admitted through ports 5 at a point directlyabove the piston with-the re- 'sult that when the explosion takes placeit is in the most advantageous, position to exert the maximum pressureagainst the pistons, thereby giving the maximum power. The valve is soconstructed that; one port 5 serves for both the inlet and exhaust,thereby enabling much larger ports to be used than Where separate portsare necessitated for the inlet and exhaust. In fact, themaximum size ofport may be employed.

Lubrication is afforded by oil cups 21 which communicate with ducts 22leading to surfaces of the valves between ports 6. The center duct 22leads to a space 23 between. the ends of the valves. Thus oil isdistributed at three points to each valve, and

the valve is. thereby thoroughly lubricated.

'Oil retaining flanges 24 are secured at each j that a perfect. fit ofthe valve against its seat is always maintained by the pressure of thespring-13. This also prevents the accumulat1on of carbon, as the valvein rotating continually-scrap'es away any formation of carand this, isreadily requisite angularity in the present instance.

. taper and yet As there are noreciprocating parts or t-appets, thevalve is-nolseless and 1s operated-by the minimum power; As the ports 6are permanently fixed in position, it is imlion.

possible to disarrange the timing, the onlyv adjustment required beingthat of securing proper relation-to the position of the piston,accomplished by means of the segmental slots 18 in the flanges 17 whichpermit rotary adjustment of the gears with respect to the valves asshownI am enabled to secure the of taper without making the large end ofvalve unduly large. If a single valve were employed its large end wouldbe twice the size, of the large end of either of the valves shown,assuming that the degree of taperwere as. reat as Thus with t isconstruction I am enabled to maintain this keep the large ends of thevalves of a desirably small size.

What I claim is:

1. In an internal combustion engine, a plurality of cylinders with avalve chamber extending transversely at one end thereof, the head ofeach cylinder having a port'extending to the valve chamber, a valve in.said chamber with a plurality of paths of movement in register with theports leading from the cylinders, a manifold; with which the valve portsare adapted to communicate and means fortransferring the explosivemixture which 7 remains port from the valve port back to the manifold.

| l 2. In an internal combustion engine, a-

, the valve chamber, a tapered valve in sa d chamber having portsadapted to be moved plurality of cylinders with into register with thecylinder ports, an 111- let manifold communicating with the report is incommunication with said air ad mission means and said inlet man'ifo 3.In an internal combustion engine, a plurality of cylinders with atransverse tapere valve chamber at one end, the heads of the cylindershaving ports extending to the valve chamber, a tapered valve in saidcham- -tive valve ports,

the valve is such shafts 16. By using two ports having in a valve eachof said her having ports adapted to be moved into register with thecylinder ports, an inlet manifold communicating with the respeca seriesof auxiliary air inlet ports adapted to communicate with the respectivevalve ports, the wall of the valve chamber having a series of portswhich communicate with the respec ive auxiliary air inlet valves and arein the path of movement of 'thB'I'GSPECt-IVG ports in the first namedvalve. 7

4. In an internal combustion engine, a

plurality of cylinders with a transverse tapered valve chamber at oneend, the heads of the cylinders having ports extending to the valvechamber, a tapered valve in said chamber having ports adapted to bemoved into register with the cylinder ports, an inlet manifoldcommunicating wi h the respective valve ports, a series of auxiliary airinlet ports adapted to communicate with the respective valve-ports, thewall"of the valve chamber having a series of ports which communicatewith the respective auxiliary air inlet valves and are in the path ofmovement of therespective por in the first named valve, and means forregulating the amount of air admitted to said auxiliary air valves.

5. In an internal combustion engine, a plurality of cylinders with twovalve chambers extending transversely at one end thereof, said valvechambers being tapered with their smaller ends adjoining, tapered valvesin the respective valve chambers, said cylinders having portscommunicating with said valves, said cylinders being graded in length tomaintain equal distance between the heads of the cylinder and valves,pistons in the cylinders, said pistons being graded in-1ength tomaintain uniform displacement in the cylinders.

6. In an internal combustion engine, a plurality of cylinders with-atapered thereof, a tapered valve in said chamber, the cylinders beinggraded in length to maintain a uniform distance between the ends of thecylinders and valve, pistons in the cylinders, said pistons being gradedin length to maintain uniform displacement in the cylinders."

7. In an internal combustion engine, a

tapered valve chambers at one 'end thereof, said valve chambershavingtheir smaller ends adjoining,-and formed with an oil groove at theirsmall ends and formed with oil grooves at intermediate points, taperedvalves in said valve chambers, said valves having ports in line with therespective cylinders, valve ports having openings in the side of thevalve grees apart, said valve chamber having 1n- Yah chamber extendingtransversely atone end simultaneously substantially 90 de; I

let ports and exhaust ports on diametrically .the circumference of thevalve and having opposite sides of said valves, and means for its twoopenings at approximately right. rotating said valves. angles to eachother. 1

8. In an internal combustion engine, a In testimony whereof, I havehereunto set 15 plurality of cylinders With a transverse my hand at LosAngeles, California this taipered valvg at onehelllld thereof, the heads17th day of March, 1913. a 0 the cy in ers eac aving one ort ex- 1tending to the valve chamber, a r itatable JEFF REY tapered valve insaid chamber having one In presence of port for each cylinder, the Widthof said GEORGE T. HAOKLEY, valve port being substantially one-eighth ofMARTHA M. LANGE.

